Multiangular switch point



June 30, 1931.

D. E. ANDERSON 3 Sheets-Sheet l June 30, 193i.-

D." E. ANDERSON 1,812,644

MULTIANGULAR SWITCH POINT Filed Sept. 18, 1950 :s Sheets-Sheet s dam,

Patented June 30, 1931 UNITED STATES PATENT mm DAVID E. ANDERSON, OF ST. PAUL, MINNESOTA MULTIANGULAR swIrcH POINT Application filed September 18, 1930. Serial No. 482,768.

method of making a switch point to provide a better wearing surface on the inside of the switch point or switclrofl' from the main rail,

so that as the wheel flange bears against the switch point, there will be a better wearin surface on the switch point extending back from the point into the bodyjof the switching rail.

Heretofore, switch points have been made by cutting the rail through the head and into the web so that the switch rail would fit 29 againstthe side of the mainrail extending into the head of the'switch rail to a point even beyond the center line of the web, particularly at the extreme point of the switch rail. In this construction, the opposite side of the head of the switch rail tothe part which was cut away to receive theihead of the main rail against which the switch point would lie, was cut straight or virtually straight or perpendicular.

angle was used heretofore, it was not of a sufiicient nature to provide the desired strength which I haveaccomplished in this switch point and rail. v

I overcome the objections to the former.

switch points by providing a beveled wearing surface which increases the strength of the switch point to a very marked degree. The construction of my switch point also overcomes the breaking off of the thin switch point end, owing to the reinforced nature by the construction'of the bevel of the point so as to accomplish very desirable results.

It is also. a feature to provide a switch point with a bevel extending from the point back into the head or main body of the switch rail. The method of makinga switch point consists in planing or shaping, the wheel flange side of the head of the switch point" rail with a bevel conforming with the bevel of the Where a slight.

wheel flange extending from the extreme tip end back into the body of the head of the switch rail and cutting or forming the other side of the switch rail point to fit against the s1de of the head of the main rail with an arcuated nose end on the tip of the rail and of the desired thickness at the end. It is also an ob ect of my invention to provide a rail, either of a multi-angular nature or of a continuous bevel from the tip back' into the body on the wheel flange side of the. switch ra l which switches the wheel off of the main. ra1

These features, together with other details and objects of my switch point, will be more fully and clearly set forth and claimed.

' In the drawings forming a part of this specification Figure 1 is a plan view of my switch as associated with the main rail.

Figure 2 is a section on the line 2-2 of Figure 1, showing the extreme tip end of the switch point adjacent the rail head of the main rail. p

Figure 3 is a diagrammatic side view of Figure 2. V V

Figure 4 is a perspective of the switch rail pointsh'owing the arcuated nose and bevel thereof.

Figure5 is a section on the line 55 of Figure 1. s 1 v i i t Figure 6 is a section on the line 6-6 of Figure l. I

Figure 7- is a section similar to Figure 2 showing the multi-angular structure.

Figure 8 is'a plan view of the rail switch structure of Figure 2. a

Figure 9 is a plan view of the first forming of the rail switch point with a multi angul ar structure.

Figure 10 is the second formation of the multi-angular switch point.

Figure 11 is a side View of the multi-angular switch point. r l l The drawings also illustrate diagrammatically the method of carrying out the making of my switch point in its primary angle from tip to full formation of the head of the switch rail and with the multi-angular formation from the tip to the full formation of the head of the switch rail.

The invention provides a switch point A which is formed with a beveled face 10 on the flange side of the wheel and the opposite side 11 of the switch point is cut to conform with the side of the head 12 of the rail B, while the width of the extreme point or end 13 of the switch rail is made to conform with the standard of the particular railroad on which the switch point A is used.

The rail head 12 of the rail B represents the main rail in the track as illustrated in the drawings. A surface 11 may extend virtually perpendicular or having a very slight bevel. to conform with the shape of the rail head 12 so that the switch point A will lie tight against the side of the head 12 when moved over against the rail B.

Thenose 14 of the switch point A is arcu-- ate as illustrated in Figures 3 and 4 to form a curved end portion at the tip of the switch point so as to permit the wheel flange to be guided over by the switch point away from the main rail B.

The beveled surface 10 is sufficiently pronounced to conform with the flare of the flange of a wheel which passes over the rails and switch point and by the pronounced beveled surface 10 which extends from the tip 13 back into the body of the head 15 of the switch point A, the wearing surface is provided for the flange of the wheels which will stand up for a longer period than has been accomplished heretofore by the old method of making switch points and rails. The beveled surface 10 converges from the tip back into the head'15 of the switch rail or;point A, as illustrated in Figures 2, 4 and 8 and as also illustrated by the respective sections 5 and 6, which show the relation of the rail heads 12 and 15 respectively at different points. These sections will illustrate the advantage of the beveled wearing surface provided for the wheel flange by my construction of switch point rail.

In the high speed switch point, as has just been described, the beveling of the flange side of the rail head continues from the point or tip 13 back into the main body of the rail point A. When a greater wearing surface is desired for railroad yards or sidings, a multi-angular switch point C may be provided, as illustrated in Figure 7, where the first bevel surface 16 extends from the tip 13 back for a certain distance or to the point such as 17 illustrated in Figure 11 and from this point back asecondbevel of a'greater degree, such as 18, is provided which converges back into the head of the rail switch point C.

Figure 9 illustrates a plan view of the first bevel formation, such as 16 in the side of the switch point C. Figure 10 illustrates the second beveling, so as to show the beveled surface 16 and also the beveled surface 17 of the switch point C. The side view in Figure 11 will illustrate the relative position of the switch point C with its multi-angular formation. This multi-angular structure of switch point is primarily designed for railroad yards and sidings where the train passes comparatively slowly over the rails. lrfy high speed switch point A has a single bevel surface 10 extending from the tip 13 back into the body. In either formation of my switch points A or C, I provide a beveled surface against which the wheel flange can wear and I strengthen the extreme tip or point 13 by this beveled structure to such an extent that the switch point will not readily break away or crack off in use. Thus, I provide a switch point having a long wearing nature, capable of outwearing the ordinary type of switch points by many times, to say nothing of the safety provided by the beveled structure of my switch point A. This construction of my switch point A is a development inirelation to switch points carrying out similar principles as employed in my frog point in my Patent No. 1,580,108, and accomplishes a desired result in providing long wearing and safer switch points than has been accomplished heretofore.

My method of making a switch point is simple in nature but is important in itsprovision of a safer switch point, by adding just suflicient material to the flange bearing side of the switch point to prevent easy breaking down of the same under a load and wheel friction, and giving longer wear. The method is carried out and consists in beveling the wheel side of the head of the switch rail point to a degree complemental to the flare of a wheel flange and forming the other side to lie against the head of the main rail with'the nose of the switch point arcuate from the top of the rail head down to the web.

In accordance with the patent statutes, I have described the principles of my switch point and the method of making the same, together with the particular drawings, which show a means of carrying out the method, and

ariations-to those skilled in the art should be applied to my invention withinthe scope of the following claims.

I claim:

1. A switch point formed from a rail having a rail head, a beveled face formed on one side of said head down to the tip end of the switch point and converging into the body of said head, said bevel conforming to the flare of the wheel flange operatedover the switch point, the opposite face of said switch point being formed with a main rail engaging recess to provide athin beveled point at the rail tip andextending to the rail head body for wheel flange wear.

2. A switch point rail formed of a stock rail including, a rail head body, flange and IOU base, a beveled wearing surface formed extending from the extreme tip to the body of the rail head, said bevel face being greater than the ordinary side walls of a rail head against which the rail point is adapted to lie.

3. A switch point for railroads formed from a rail body, a recess formed on one side adapted to conform and fit against the head of the main rail when in switching position, and a beveled surface of greater bevel than the side of an ordinary rail head on the opposite side of the head of the switch point extending from the tip back to the body of the rail head of the switch point to provide a wheel flange wearing surface.

4. A switch pointfor railroads including, a switch point end formed from the rail having a recess adapted to fit against the head of the main rail, a beveled wheel flange Wearing surface formed on the opposite side of the switch point, the bevel of which is greater than the side formation of the main rail to increase the wearing material down to the extreme tip end of the switch point, and an arcuated nose formed on the switch point extending from the top of the head of the switch rail down to the flange thereof.

5. The method of making a switch point consisting in forming one side of a rail to fit the side of a main rail, forming the opposite side of the rail with a bevel increasing from the top toward the bottom of the rail with a slope greater than the side of the main rail and forming a rounded nose on the tip end of the head of the switch point. a

6. The method of making a switch point rail from a stock rail consisting, in forming one side of the rail to fit the main rail and forming-the other side of the rail with a beveled wearing surface.

7. The method of making a railroad switch point from an ordinary stock rail consisting, in forming one side of the rail to fit against and conform with the shape of the side of the head of the main rail, forming the other side of the rail with a beveled wearing surface extending from the tip back into the body of the switch point rail and rounding the nose of the switch point rail.

8. The method of making a switch point rail consisting, in forming one side to fit the main rail, rounding the nose of the switch point rail, forming a slight bevel wearing surface from the tip back for a distance in the switch point rail and increasing the beveled angle wearing surface from this point back to the body of the main rail.

9. A multi-angular switch point including, a switch point rail, a wearing beveled surface formed from the tip back toward the body of the rail for a short distance and from this point of bevel increasing the beveled wearing surface on the wheel flange side of the switch point rail back to the body of the head of the switch point rail,

10. A switch point for a railroad track including, a stock rail a point member formed in said rail, a wearing surface with a bevel greater than the slope of the side of the head of the rail from which said member is formed, and an arcuateend at the extreme forward point of said member;

11. A switch point for a railroad rail including, a point member formed from a stock rail, a wearing beveled wheel flange surface formed on the switching side of said point, said bevel extending at an angle with the vertical greater than the angular side slope of the ball of the rail from which said point is formed.

12. A switch point formed from a stock rail for a railroad track including, a point member, a wearing surface on the switching side of said point formed with a bevel greater than the ordinary rail head bevel away from the main rail and a rounded nose portion formed on said point blending with said bevel surface and the ball of said rail.

DAVID E. ANDERSON. 

